EP3028888B1 - Motor cooling system - Google Patents

Motor cooling system Download PDF

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Publication number
EP3028888B1
EP3028888B1 EP15194448.5A EP15194448A EP3028888B1 EP 3028888 B1 EP3028888 B1 EP 3028888B1 EP 15194448 A EP15194448 A EP 15194448A EP 3028888 B1 EP3028888 B1 EP 3028888B1
Authority
EP
European Patent Office
Prior art keywords
coolant
passageway
motor
rotor shaft
pump
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP15194448.5A
Other languages
German (de)
English (en)
French (fr)
Other versions
EP3028888A1 (en
Inventor
Jean-Philippe GAUTHIER
Jeremy Mayer
Yifan Tang
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Atieva Inc
Original Assignee
Atieva Inc
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/560,680 external-priority patent/US9762106B2/en
Application filed by Atieva Inc filed Critical Atieva Inc
Publication of EP3028888A1 publication Critical patent/EP3028888A1/en
Application granted granted Critical
Publication of EP3028888B1 publication Critical patent/EP3028888B1/en
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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K11/00—Arrangement in connection with cooling of propulsion units
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/32—Rotating parts of the magnetic circuit with channels or ducts for flow of cooling medium
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
    • B60K2001/006—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units the electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/003—Couplings; Details of shafts
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • the present invention relates generally to the electric motor assembly of an electric vehicle and, more particularly, to an efficient motor cooling system that can be used to cool the critical elements of the motor assembly.
  • hybrid vehicles provide improved gas mileage and lower vehicle emissions than a conventional ICE-based vehicle, due to their inclusion of an internal combustion engine they still emit harmful pollution, albeit at a reduced level compared to a conventional vehicle.
  • the drive train of a hybrid vehicle is typically much more complex than that of either a conventional ICE-based vehicle or an all-electric vehicle, resulting in increased cost and weight. Accordingly, several vehicle manufacturers are designing vehicles that only utilize an electric motor, or multiple electric motors, thereby eliminating one source of pollution while significantly reducing drive train complexity.
  • U.S. Patent 6,191,511 discloses a motor that incorporates a closed cooling loop in which the coolant is pumped through the rotor.
  • a stationary axial tube mounted within the hollow rotor injects the coolant while a series of blades within the rotor assembly pump the coolant back out of the rotor and around the stator. Heat withdrawal is accomplished using fins integrated into the motor casing that allow cooling via ambient air flow.
  • U.S. Patent No. 7,156,195 discloses a cooling system for use with the electric motor of a vehicle.
  • the refrigerant used in the cooling system passes through an in-shaft passage provided in the output shaft of the motor as well as the reduction gear shaft.
  • a refrigerant reservoir is formed in the lower portion of the gear case while an externally mounted cooler is used to cool the refrigerant down to the desired temperature.
  • U.S. Patent No. 7,489,057 discloses a rotor assembly cooling system utilizing a hollow rotor shaft.
  • the coolant feed tube that injects the coolant into the rotor shaft is rigidly coupled to the rotor shaft using one or more support members.
  • the rotor and the injection tube rotate at the same rate.
  • the coolant that is pumped through the injection tube flows against the inside surface of the rotor shaft, thereby extracting heat from the assembly.
  • the DE 10 1012 02245 which constitutes the closest prior art according to the preamble of claim 1, discloses a motor assembly with an integrated cooling system, comprising a stator, a rotor shaft, a rotor mounted on the rotor shaft, a coolant pump, and a coolant reservoir, wherein the rotor shaft comprises a shaft channel through which a cooling liquid can be guided. More specifically, the cooling liquid is guided into the shaft channel via the end surface of the rotor shaft.
  • the JP S54 607 U discloses a motor assembly with an integrated cooling system, comprising a stator, a rotor shaft, a rotor mounted on the rotor shaft, a coolant pump, and a coolant reservoir, wherein a cooling liquid is guided into the interior of the rotor shaft via the end surface of the rotor shaft.
  • the present invention provides a motor assembly with an integrated cooling system comprising: (i) a stator contained within a motor enclosure; (ii) a rotor shaft, wherein the rotor shaft passes between a first end cap and a second end cap of the motor enclosure; (iii) a rotor mounted to the rotor shaft, where the rotor shaft includes a hollow region; (iv) a coolant pump (i.e., an electric coolant pump or a mechanical coolant pump) for injecting coolant (e.g., oil) into the motor assembly; (v) a coolant reservoir in fluid communication with the coolant pump; (vi) a first coolant passageway, wherein the first coolant passageway is integral to the first end cap, wherein the first coolant passageway fluidly couples the coolant pump to the hollow region of the rotor shaft, wherein the first coolant passageway further comprises an output aperture located within a bore of the first end cap and adjacent to the rotor shaft, wherein the rotor shaft includes at least
  • the plurality of thru-holes may have at least one thru-hole located adjacent to the first end of the rotor and at least one thru-hole located adjacent to the second end of the rotor.
  • the axis of each of the plurality of thru-holes may be perpendicular to the cylindrical axis of the rotor shaft.
  • the axis of each of the plurality of thru-holes may be angled relative to the cylindrical axis of the rotor shaft.
  • the first coolant passageway may further include a gearbox coolant coupling, where the gearbox coolant coupling fluidly couples the first coolant passageway to a gearbox, where the coolant flowing through the first coolant passageway is injected by the coolant pump into the gearbox via the gearbox coolant coupling, where a third coolant passageway fluidly couples the gearbox to the coolant reservoir, and where the coolant flowing into the gearbox from the first coolant passageway via the gearbox coolant coupling flows into the coolant reservoir via the third coolant passageway.
  • the motor enclosure may further include an enclosure output aperture located between the stator and an inner wall of the motor enclosure, and where the coolant within the region of the motor enclosure passes through the output aperture and the second passageway before flowing into the coolant reservoir.
  • the assembly may include a third coolant passageway that fluidly couples the coolant pump to the region within said motor enclosure, where the coolant flowing through the third coolant passageway is directly injected by the coolant pump into the region of the motor enclosure.
  • the assembly may further include a plurality of nozzles that are incorporated into the motor enclosure (e.g., the motor casing), where each of the plurality of nozzles is fluidly coupled to the third coolant passageway, and where coolant passing from the third coolant passageway to the motor enclosure via the plurality of nozzles directly contacts the stator and the rotor prior to flowing through the second passageway into the coolant reservoir. At least a portion of the plurality of nozzles may be located adjacent to the stator end windings.
  • the assembly may include a third coolant passageway that fluidly couples a second coolant pump to the region within the motor enclosure, where the coolant flowing through the third coolant passageway is directly injected by the second coolant pump into the region of the motor enclosure.
  • the assembly may further include a plurality of nozzles that are incorporated into the motor enclosure (e.g., the motor casing), where each of the plurality of nozzles is fluidly coupled to the third coolant passageway, and where coolant passing from the third coolant passageway to the motor enclosure via the plurality of nozzles directly contacts the stator and the rotor prior to flowing through the second passageway into the coolant reservoir. At least a portion of the plurality of nozzles may be located adjacent to the stator end windings.
  • the assembly may include a coolant jacket surrounding at least a portion of the motor assembly, where a secondary coolant (e.g., a water-based coolant) flows through the coolant jacket, and where a second cooling pump circulates the secondary coolant throughout the coolant jacket via a cooling conduit.
  • a secondary coolant e.g., a water-based coolant
  • the cooling jacket may be integrated within a motor casing.
  • a first calculation could be termed a second calculation, similarly, a first step could be termed a second step, similarly, a first component could be termed a second component, all without departing from the scope of this disclosure.
  • the motor and cooling systems described and illustrated herein are generally designed for use in a vehicle using an electric motor, e.g., an electric vehicle (EV), and may be used with a single speed transmission, a dual-speed transmission, or a multi-speed transmission.
  • a vehicle e.g., an electric vehicle (EV)
  • EV electric vehicle
  • the terms "electric vehicle” and "EV” may be used interchangeably and may refer to an all-electric vehicle, a plug-in hybrid vehicle, also referred to as a PHEV, or a hybrid vehicle, also referred to as a HEV, where a hybrid vehicle utilizes multiple sources of propulsion including an electric drive system.
  • Fig. 1 provides a cross-sectional view of the primary elements of a motor and integrated cooling system 100.
  • the motor housing is a multi-piece housing comprised of a cylindrical motor casing 101 that is mechanically coupled to front and rear end caps 103 and 105, respectively.
  • the motor's core assembly which is supported on either end by bearing assemblies 107 and 109, includes the rotor 111 and the rotor shaft 113.
  • the center portion 115 of rotor shaft 113 is hollow. Also visible in this figure is stator 117.
  • drive gear 119 is contained within a gearbox (i.e., gear housing).
  • the gearbox may be separate from motor 100; alternately, the gearbox or at least one wall of the gearbox may be integral with front motor housing member 103.
  • An exemplary configuration utilizing an integrated motor/gearbox housing is shown in co-assigned U.S. Patent Application Serial No. 14/503,683, filed 1 October 2014 , the disclosure of which is incorporated herein for any and all purposes.
  • a coolant intake 121 Integrated into one of the end caps of the motor assembly, and preferably integrated into front motor end cap 103 as shown, is a coolant intake 121.
  • the coolant is non-gaseous and has thermal and mechanical properties suitable for a liquid motor coolant, e.g., high heat capacity, high break-down temperature and a relatively low viscosity.
  • the coolant is also a good lubricant and is electrically non-conductive. Accordingly, in at least one embodiment oil is used as the coolant.
  • coolant passing into intake 121 is pressurized via coolant pump 123.
  • coolant pump 123 is an external pump, for example an electric pump, although other types of pumps may be used such as a mechanical pump powered by shaft 113 as described in detail below.
  • Coolant intake 121 is coupled to a coolant passageway 125 that is preferably incorporated within end cap 103 as shown. Passageway 125 connects intake 121 to output aperture 127. Output aperture 127 is within the bore of end cap 103, and thus is immediately adjacent to rotor shaft 113.
  • the coolant is confined within the region between rotor shaft 113 and the bore of end cap 103 by a pair of seals 129/130.
  • Seals 129 and 130 are not limited to a particular type of seal; rather they may be comprised of any of a variety of different seal types (e.g., rotary shaft seals) that form an adequate seal between shaft 113 and end cap 103 while allowing the shaft to freely rotate within the motor housing.
  • seal rings 129/130 fit within grooves formed within the bore of end cap 103 and the outer surface of rotor shaft 113 as shown.
  • Seals 129 and 130 may be fabricated from any of a variety of materials (e.g., fluorosilicone, nitrile, silicone, polyacrylate, FEP, etc.).
  • Rotor shaft 113 includes one or more intake thru-holes 131 immediately adjacent to the region defined by rotor shaft 113, the bore of end cap 103, and seals 129/130.
  • Intake thru-hole(s) 131 allows coolant passing through coolant passageway 125 to flow into the central, hollow region 115 of rotor shaft 113.
  • the coolant within region 115 is then forced out of shaft 113 through multiple thru-holes 133, this coolant flowing throughout region 134 of the motor enclosure.
  • the coolant within the motor enclosure eventually flows through one or more output apertures 135 before being collected into coolant reservoir 137.
  • Reservoir 137 is coupled to coolant pump 123.
  • the motor enclosure output apertures 135 are incorporated into cylindrical motor casing 101, and more preferably into a central region of cylindrical motor casing 101 as shown, thus causing the coolant to flow completely around stator 117 before exiting the enclosure.
  • the heat absorbed by the coolant can then be transferred to the ambient environment or to another thermal system (e.g., refrigeration system) using any of a variety of well-known techniques.
  • the embodiment described above provides efficient heat removal via multiple thermal pathways. Specifically, circulating the coolant throughout the system allows heat to be removed via direct transfer between the coolant and the rotor shaft (e.g., via region 115 within shaft 113), between the coolant and rotor 111, and between the coolant and the stator 117. This approach also effectively cools the motor bearings.
  • the coolant distribution thru-holes 133 may be configured in a variety of ways, depending upon flow rate, coolant pressure and the desired flow pattern. For example, in addition to controlling hole size, the number of thru-holes may be varied. For example, Fig. 2 shows a cross-sectional view of rotor shaft 113 with a single distribution hole 133 while Fig. 3 shows a similar cross-sectional view with three distribution thru-holes 133. Similarly, the placement and the angle of the thru-holes may be used to direct coolant flow within the motor enclosure. For example, in the motor and integrated cooling system shown in Fig. 4 , the coolant distribution thru-holes 401 are angled to optimize coolant flow around rotor end-rings 403 and towards the stator end windings 405.
  • Figs. 1 and 4 can also be used to simultaneously cool the gearbox.
  • Fig. 5 illustrates a variation of the previously illustrated motor modified to provide gearbox cooling.
  • the gearbox housing includes a front gearbox casing 501 that is coupled to front motor cap 103.
  • the configuration of the gearbox does not impact the application of the cooling system.
  • the cooling system could also be used if the entire gearbox housing was integral to the front motor cap as described in co-assigned U.S. Patent Application Serial No. 14/503,683 .
  • the output drive shaft 503 is coupled to rotor shaft 115 via a plurality of gears (e.g., gears 119 and 505).
  • Drive shaft 503 is supported on either end by bearing assemblies 507 and 509.
  • the pressurized coolant (e.g., oil) is coupled via passageway 125 to the rotor shaft and motor assembly as previously described, and is also coupled to the gearbox via gearbox coolant coupling 511.
  • the gearbox housing includes a separate casing member rather than using end cap 103 as shown, the coolant coupling passes through the separate casing member as well as the end cap in order to effectively couple coolant passageway 125 to the gearbox.
  • the coolant within the gearbox enclosure eventually flows through coolant passageway 513 before being collected in coolant reservoir 137 and recirculated.
  • Figs. 1-5 may utilize either an external coolant pump, e.g., an electric coolant pump, or an integrated mechanical pump.
  • Fig. 6 illustrates a variation of the embodiment shown in Fig. 1 , modified to incorporate a mechanical coolant pump where the mechanical pump is powered by rotation of the rotor shaft. It should be understood that this modification is equally applicable to the configurations shown in Figs. 4 and 5 .
  • the motor end cap 601 has been modified from that of the previous embodiments in order to accommodate a mechanical coolant pump.
  • the inner pump rotor 603 is coupled to rotor shaft 113 while the outer pump rotor 605 is fixed within end cap 601.
  • the coolant e.g., oil
  • the coolant is pressurized and pumped through a passageway, e.g., passageway 607, to an output aperture 609.
  • Output aperture 609 is located within the bore of end cap 601 and immediately adjacent to the outer surface of rotor shaft 113.
  • the coolant is confined within the region between rotor shaft 113 and the bore of end cap 601 by the pressurized dynamic seals 129/130.
  • the coolant passes through aperture 609 and into the region defined by the rotor 113, end cap 60 and seals 129/130, the coolant is forced through intake thru-hole 131 into the hollow region 115 of rotor shaft 113. The coolant within region 115 is then forced out of shaft 113 through multiple thru-holes 133, this coolant flowing throughout the motor enclosure.
  • a second coolant passageway 611 preferably integrated into end cap 601 as shown, provides a return flow path for the coolant to the integrated coolant pump.
  • a filter 613 is incorporated into the coolant return. It should be understood that the mechanical coolant pump illustrated in Fig. 6 may also be used in a configuration such as that shown in either Figs. 4 or 5 .
  • the coolant e.g., oil
  • the coolant is pressurized in order to insure high coolant flow rates throughout the motor enclosure. If high flow rates are not required, for example if the motor is a low performance motor and is not expected to generate excessive heat levels, then a non-pressurized coolant injection technique may be used to inject the coolant into the hollow rotor shaft.
  • Fig. 7 illustrates a variation of the embodiment shown in Fig. 1 , modified to incorporate a non-pressurized coolant injection system. It should be understood that this modification is equally applicable to other coolant distribution thru-hole configurations, depending upon desired flow rate and flow pattern. Thus the diameter, number and angle of the thru-holes may be varied as discussed above and illustrated in Figs. 2-4 .
  • coolant pump 701 pumps the coolant, preferably an oil as noted above, through injection tube 703 into one end of rotor shaft 113.
  • injection tube 703 is stationary as shown. It will be appreciated that the injection tube can be installed in either end of the rotor shaft.
  • Injection tube 703 is sealed within rotor shaft 113 via a seal 705, where seal 705 may be of any of a variety of different seal types (e.g., rotary shaft seals) that form an adequate seal between injection tube 703 and shaft 113 while allowing the shaft to freely rotate within the motor housing.
  • a non-pressurized coolant injection system may also be used to inject coolant directly into the motor enclosure as illustrated in Fig. 8 .
  • coolant pump 801 pumps coolant, preferably oil as previously disclosed, through coolant injection tube 803.
  • Coolant injection tube 803 passes through the motor enclosure where it is terminated by one or more injection nozzles 805 located at either end of stator 117 and at or near the top of motor casing 101.
  • gravity causes the coolant flowing out of nozzles 805 to pass over stator 117 and stator end windings 405 before eventually passing through one or more casing output apertures 135 located at or near the bottom of the casing and being collected in reservoir 137.
  • the coolant flowing through nozzles 805 will be distributed throughout the motor enclosure by the spinning rotor 111 and rotor end-rings 403.
  • Motor assembly 900 shown in Fig. 9 , combines the non-pressurized coolant injection systems of motors 700 and 800 shown in Figs. 7 and 8 , respectively.
  • the coolant e.g., oil
  • coolant pump 901 either an electrical or a mechanical coolant pump
  • stator 117 and stator end windings 405 via injection tube 903
  • rotor shaft 113 via injection tube 905.
  • coolant pump 901 either an electrical or a mechanical coolant pump
  • the coolant within hollow region 115 of rotor shaft 113 distributes coolant throughout the motor enclosure via thru-holes 133, thereby insuring efficient cooling of the motor assembly.
  • two coolant pumps are used; one coolant pump injecting coolant directly onto stator 117 and stator end windings 405 via injection tube 903 and a second coolant pump injecting coolant into rotor shaft 113 via injection tube 905.
  • stator in assembly 900 may be mounted as shown in assembly 800, an alternate configuration is illustrated in which stator 117 is mounted directly to the inner surface of motor casing 101. As such, a return coolant passageway 905 is incorporated into casing 101, thereby providing a pathway for the coolant within the motor enclosure to flow into reservoir 137. Note that this same configuration may be used with the prior embodiments.
  • a secondary coolant system is used to cool the exterior of the motor assembly.
  • the secondary coolant system includes a coolant jacket through which a second coolant passes.
  • the second coolant is water-based, e.g., pure water or water that includes an additive such as ethylene glycol or propylene glycol.
  • the coolant jacket is incorporated into motor casing 1001 as shown, thereby avoiding the additional thermal interface that would result from using a coolant jacket that is separate from the motor casing.
  • a plurality of cooling tubes 1003 is shown in cross-section, where the cooling tubes are integral to the motor casing.
  • the coolant pumped through cooling tubes 1003 by secondary coolant pump 1005 conductively cools the stator 117 while the primary coolant, pumped by coolant pump 901, provides direct cooling to stator 117, stator end windings 405, rotor 111 and rotor shaft 113.
  • a coolant jacket such as that shown in Fig. 10 may be added to any of the previously described embodiments to provide a secondary cooling system, a feature that is especially beneficial in a high performance motor that generates a significant amount of heat during operation.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Motor Or Generator Cooling System (AREA)
EP15194448.5A 2014-12-04 2015-11-13 Motor cooling system Active EP3028888B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
US14/560,950 US20160164378A1 (en) 2014-12-04 2014-12-04 Motor Cooling System
US14/560,680 US9762106B2 (en) 2014-12-04 2014-12-04 Motor cooling system

Publications (2)

Publication Number Publication Date
EP3028888A1 EP3028888A1 (en) 2016-06-08
EP3028888B1 true EP3028888B1 (en) 2017-09-13

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP15194448.5A Active EP3028888B1 (en) 2014-12-04 2015-11-13 Motor cooling system

Country Status (4)

Country Link
US (1) US20160164378A1 (zh)
EP (1) EP3028888B1 (zh)
JP (1) JP6155517B2 (zh)
CN (2) CN105680623B (zh)

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DE102021202837A1 (de) 2021-03-23 2022-09-29 Volkswagen Aktiengesellschaft Antriebsanordnung für ein Kraftfahrzeug

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US20160164378A1 (en) * 2014-12-04 2016-06-09 Atieva, Inc. Motor Cooling System
DE102015201610A1 (de) * 2015-01-30 2016-08-04 Siemens Aktiengesellschaft Kühlvorrichtung zur Kühlung eines hochpoligen Rotors
US10396629B1 (en) 2016-06-23 2019-08-27 Vepco Technologies Integrated shaft liquid-cooling for electric motor with gearbox
JP6796421B2 (ja) * 2016-07-22 2020-12-09 Ntn株式会社 潤滑油の供給構造
CN109564906B (zh) 2016-07-26 2023-08-15 信越化学工业株式会社 导热性片材
JP6947181B2 (ja) * 2016-08-09 2021-10-13 日本電産株式会社 駆動装置
WO2018030324A1 (ja) * 2016-08-09 2018-02-15 日本電産株式会社 駆動装置
JP6519551B2 (ja) * 2016-08-17 2019-05-29 トヨタ自動車株式会社 車両用の冷却装置
DE102016216685A1 (de) * 2016-09-02 2018-03-08 Continental Automotive Gmbh Rotor für eine elektrische Maschine
DE102017211135A1 (de) * 2017-06-30 2019-01-03 Audi Ag Elektrische Maschine und Kraftfahrzeug
DE102017213513A1 (de) * 2017-08-03 2019-02-07 Zf Friedrichshafen Ag Ölversorgungsanordnung eines Fahrzeuges mit einer elektrischen Maschine
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CN205429978U (zh) 2016-08-03
CN105680623B (zh) 2019-01-15
JP2016111918A (ja) 2016-06-20

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